Portable monorail construction.



J. A. THORNTON. PORTABLE MONORAIL CONSTRUCTION.

APPLICATION FILED MAY 5, 1914.

1,124,36 l Patented Jan. 12, 1915.

2 SHEETS-SHBET 1.

62 I Jfi. Emmi Z022 MW M i WWW IHE NORRIS PETERS CO.. PHOTO-Lima. WASHINGTON, D. C

J. A. THORNTON.

PORTABLE MONORAIL CONSTRUCTION.

APPLICATION FILED MAY 5, 1914.

1 1 24,361. I Patented Jan. 12, 1915.

2 SHBETSSHEET 2.

THE NORRIS PETERS Cu. PHDTO-LlTHO" WASHINGTON, D. c

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JOHN A. THORNTON, O MGDO'NOGI-TVIL LE, LOUISIANA.

PORTABLE MONORAIL GQNS'I'RUCTION.

Appfication filed May 5, 191-1.

- To n7Z 1071 m it may concern:

Be it known that 1, JOHN A. Tnonn'ron, a citizen of the United States, residing at McDonoghville, in the parish of Jefferson and State of Louisiana, have invented cer tain new and useful Improvements in Portable Monorail Construction; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to portable monorail construction of the type employed for tracking cableway carriers, and has for its purpose to provide system of trackage wherein the sections thereof may be readily dis-assembled and re-laid progressively with the travel of the cable supporting mast.

The invention has for its further purpose to construct a portable railway wherein the track fastening means serves as a supplemental rail, and operates to reinforce or brace the main rail through the gravity stresses of the load; and one in which the several components automatically act to interlock with and reinforce each other to give a rigid and stable construction.

My invention will be understood by reference to the accompanying drawings in which similar reference symbols indicate corresponding parts in the several views.

Figure 1 is a perspective view of the monorail construction; Fig. 2 is atransverse sectional view thereof taken on the line 2--2; and Fig. 3 is a transverse sectional view taken at right angles to Fig. 2, through one of the cross ties, and showing the mast and jib.

Referring to the construction in further detail, 1 designates the cross tie which is laid diagonally or inclined on the roadbed 2, and there are as many such cross ties as will give the needed foundation to the road for supporting the mast 3 carrying the jib 4:.

A block 5 is secured to each cross tie 1 through the medium of bolts 6, or other fastening means, and has a beveled face 7 at its upper end that provides a supporting surface for the T-rail 8 (see Fig. 3), which T-rail is laid in a substantially perpendicular position.

A clamping plate or cleat 9 is secured to the block 5 by the bolts 6, and has an angularly-disposed end portion 10 engaging Specification of Letters Patent.

rigid structure.

Patented Jan. 12, 1915.,

Serial No. 836,499.

against the web of the rail 8 immediately beneath the rail tread 11.

A steel plate 12 rests on the cross tie l and fits within the kerf 13 formed in the underside of the block 5 adjacent the beveled end 7 thereof, and that portion of the plate 12 within the kerf 13 is located immediately beneath the traction rail 8 to resist the gravity stresses due to the load.

A. rod of bar iron, or steel, of circular cross section is laid within the trough or depression formed by the inclined plate 12, and the adjacent flange of the rail 8, and said bar serves as a supplemental rail to the main traction rail 8 for the wheels 15 (one being shown) of the mast. The supplemental rail bar 1% engages against the tread 11 of the main rail 8 immediately opposite that portion of the rail which is engaged by the cleat plate 9, and under the stress of gravity incident to the load said rails 8 and 1st and the cleats 9 form an interlocked and By this arrangement the T-rail cannot bend to either side, nor can the bar rail roll or becomedisengaged from said T-rail.

The main and supplemental rails 8 and 14. are laid in alternate or overlapping relation as illustrated by Fig. 1, to the end that a smooth and substantially unbroken track is provided for the mast, and to resist the traction stresses incident to the load passing thereover. By this arrangement the ordinary T-rail fish plates are not required, and the usual bolts in the ends of the T-rails are dispensed with. And in laying the structure the main and supplemental tracks are set in the position and relation shown without the use of any track fastening means, or fastening devices between them.

To dis-assemble the components of the structure and relay the same to advance the mast, it is necessary only that the auxiliary rail or bars 1% and the rail 8 be withdrawn, after the removal of the load, and their respective ties removed and replaced in the advance position when said main and supplemental rails can be loosely set after the manner herein shown and above described. The incline of the cross ties serves to keep the supplemental rails pressed closely against the T-rails directly proportional to the pressure applied on the former, and thus with proper regard to the size of the round bar rail relative to the T-rail, and with proper regard to the incline of the cross ties, a combination is effected which gives a substantial and stable track rail of double the ordinary section.

I have illustrated and described preferred and satisfactory constructions, but obviously changes could be made Within the spirit and scope of my invention.

[I claim:

1. In a monorail construction, the combination with inclined cross ties of a traction rail supported substantially vertically on said cross ties, braces secured to said ties on the lowerside of said rail and engaging and bracing the head of said rail, and supplemental rail bars loosely mounted on said cross ties on the upper side from said rail and adapted to be pressed against said rail by the weight of the load supported thereon, substantially as described.

2. In a monorail construction, the combination with inclined cross ties of a traction rail supported substantially vertically on said cross ties, bent plates forming cleats secured to said ties on the lower side of said rail and engaging and bracing the head of said rail, and supplemental rail bars loosely mounted on said cross ties on the upper side from said rail and adapted to be pressed a giinst said rail by the weight of the load supported thereon, substantially as described.

3. In a monorail construction, the combination with inclined cross ties of a traction rail supported substantially vertically on said cross ties, braces secured to said ties on the lower side of said rail and engaging and bracing the head of said rail, and supplemental rail bars loosely mounted on said cross ties on the upper side from said rail and adapted to be pressed against said rail by the weight of the load supported thereon, the said railbars being arranged to break joints with the traction rail, substantially as described.

4. In a monorail construction, the combination with inclined cross ties of a traction rail supported substantially vertically on said cross ties, braces secured to said ties on the lower side of said rail and engaging and bracing the head of said rail, and supplemental rail bars in the form of cylinders loosely mounted on said cross ties above said rail and adapted to roll down against and to partially support the load carried by the track, and to be pressed by the weight of said load against the side of the traction rail opposite to said braces, substantially as described.

5. In a mono-rail construction the combination of inclined cross ties; members on said cross ties forming a horizontal rail supporting surface; a traction rail supported on said surface; bracing means secured to said tie members and engaging with the traction rail and a supplemental traction rail supported on said cross ties and disposed in engagement with the main traction rail, said supplemental rail and bracing means operable under gravity stresses to reinforce said main traction rail, substantially as described.

6. Ina monorail construction, the combination of inclined cross ties; members on said cross ties forming a horizontal rail supporting surface; a traction rail removably supported on said surface; fixed bracing means engaging With said rail on one side thereof; and a supplemental rail removably supported on said ties and engaging with the main traction rail on the opposite side thereof; and said supplemental rail and bracing means operable under gravity stresses to reinforce said main traction rail, substantially as described.

7. In a monorail construction, the combination of inclined cross ties; members on said cross ties forming a horizontal rail sup porting surface; a traction rail removably supported on said surface; bracing means secured to said cross tie members and engaging with said rail on one side thereof; and a supplemental rail of circular cross section removably supported on said ties and engaging With the main traction rail on the opposite side' thereof, and said supplemental rail and bracing means operable under gravity stresses to reinforce said main traction rail, substantially as described.

8. In a monorail construction, the combination of inclined cross ties; members secured to said cross ties having beveled faces forming a rail supporting surface; a traction rail supported substantially perpendicular on said supporting surface; cleats secured to said members and engaging with said rail on one side thereof; plates on said ties engaging beneath said beveled members and immediately under the rail; and a supplemental rail of round cross section, removably mounted on said plates and disposed against said traction rail,'said supplemental rail and cleats cooperable to brace and reinforce the main traction rail through gravity stresses, substantially as described.

In testimony whereof, I afiiX my signa ture, in presence of two Witnesses.

- JOHN A. THORNTON.

Witnesses:

R. J. MAWHINNEY, MARTIN T. FISHER.

Copies of this patent may be obtained for five cents each. by addressing the Commissioner of Patents.

Washington, D. C." 

